Along the rear bank wiring harness is the Motec LTC wideband O2 module, which is the little black box next to the factory fuel pressure regulator.
We replaced the original O2 sensors with two new Bosch LSU 4.9 Lambda WideBand O2 sensors, one for each bank.
Next, we removed the factory fuel pressure regulator.
We installed a new billet aluminum adapter that converts the factory fuel rail to -6AN.
We upgraded the fueling system with the DeatschWerks DWR1000 adjustable fuel pressure regulator. This regulator features four -8AN inlets and a single -6AN outlet, includes a 1/8” NPT gauge port with 3/16” vacuum fitting, a titanium hard anodized T6061 aluminum body that’s E85 safe, a massive 45mm nitrile-fiber diaphragm that ensures accurate pressure, and a ball-bearing top adjustment with 2 psi-per-turn pressure ratio that makes it easy to dial in your desired target pressure.
The DWR1000 regulator allows precise pressure adjustment from 30-100psi, and is engineered to support EFI engines producing between 250 – 1,000HP. This regulator has the perfect balance of fitment versatility, premium construction, and precision performance that delivers stable air to fuel ratios and optimal performance.
DeatschWerks was founded in 2004 and started by offering high flow drop-in fitment fuel injectors for the Sport Compact, Muscle, Euro and Powersports markets. In 2009, DW expanded into fuel pumps with their DW300, the highest flowing in-tank pump of its time. Since then, DW has developed a wide range of innovative fuel system components which include in-tank and in-line pumps, surge tanks, fuel rails, fuel filters, pressure regulators, and a fuel-specific lines, fittings, and adaptors.
We mounted the DeatschWerks DWR1000 fuel pressure regulator on the passenger side of the engine bay. We fed the regulator via the -6AN line coming from the fuel rail, and fuel pressure is relieved out of the bottom of the regulator via another -6AN line. We opted not to use the included pressure gauge in favor of the pressure sensor that we mounted to the regulator itself. We are now able to log the fuel pressure with our Motec M150 ECU.
We were very pleased with the quality and attention to detail of the Foundry3 NSX K-Coil Swap Kit. Our NSX will now have over double the spark energy output of the factory NSX coils, and should more than handle the 9,000rpm+ redline that we have planned. With the DeatschWerks DWR1000 fuel pressure regulator installed, our sensor harness installed, WHP Wideband Knock Sensors, Motec LTC wideband O2 sensors, and all sorts of sensors in the engine bay, we just need to finish the Drive-By-Wire conversion of our NSX, and fire it up with the new Motec ECU! Stay tuned.
3 comments
I forgot about this project! 9000+ rpm from an NSX is going to sound sweet.
Give us an update on Project Viper, too 😉
i’m interested in why you chose to run stock fuel lines/ filter but upgraded your pump for e85?
The upgraded fuel pump has not been installed yet (and has been changed since the original fuel pump article). An updated article on the new fuel pump and upgrading the whole fuel system from the lines to the filter, injectors, and rails will be featured in an upcoming article. Stay tuned!